Conveyer for dirigible hangars



Aug. 13, 1929. R R FOX- 1,724,83\4

CONVEYER FOR DIRIGIBLE HANGAHS Filed May 21, 1928 3 Sheets-Sheet l l INVENTOR Allg. 13, RY p FOX CONVEYER FOR DIRIGIBLE HANGRS 3 Sheets-Sheet 2 Filed May 21, 1928 3 Sheets-Sheet 3 .mmf QN bww. mmv mm Rnw@ @VQ @NVQ x- R. P. FOX

Filed May 2l, 1928 ATTO R NEY Aug. 13, 1929.

CONVEYER FOR DIRIGIBLE HANGARS Patented Aug. 13, 1929.

UNITED STATES RALPH I. FOX, OF HARRISBURG, PENNSYLVANIA.

GONVEYER FOR DIRIGIBLE HAN GARS.

Application led May 21, 1928.

The object of this invention is to provide means for conveying or towing a dirigible uirship into a hangar, by the use of a traction unit cr units, energized from a third rail in the event that an electric system is employed or driven by a gasoline engine or other power unit.

A further object is to provide a particular type of electric traction unit, and particular means for connecting the landing cables of the aircraft with the traction units.

V ith the foregoing and other objects in iicw, the invention consists in the novel construction and arrangement of elements described, illustrated and claimed, it being understood that modifications may be made within the scope of the claims without departing from the spirit of the invention.

ln the drawings forming part of this application Figure 1 is a vertical longitudinal section thru the structure or hangar, the view show- '.he aircraft in side elevation, and showhe traction units also in elevation. figure 2 is a top plan view of a portion of the structure of Figure 1 with the units t rails after having been moved from position of Figure 1. Frure 3 is a View of one of the traction units in vertical longitudinal section and with a portion in side elevation.

Figure 4 is a, vertical transverse section on line 4-4 of Figure 3.

Figure 5 is a fragmentary view in longitudinal section thru a portion of the traction unit, and showing instead of an electric drive, a gasoline engine, adapted to serve a similar purpose.

Figure G is a section on line 6 6 of Figure 1, and shows the manner of connecting one of the landing cables with one of the traction units, this unit including bracing means in the lower part of the view and including a guard element mounted above the main platform.

Figure 7 is a detail view showing the devices for directly connecting the landing cable with one of the swivel rings, such as that shown in Figure 6, and shown in section in Figure 3.

Figure 8 shows the elements of Figure 7 in open position.

Figure 9 is a section on line 9-9 of ure 7.

Fig-

Serial No. 279,470.

The hangar includes the roof structure lO, the end wall 11, and the doors 13. Extending into the hangar and mounted in longitudinal channels in the concrete fioor construction 14 are the track rails 15 and intermediate rail or third rail 16 thru which current is supplied by means of brush 17 to the motor shown conventionally at 18.

Each tractor, or traction unit, includes a main platform 20 mounting at the forward and rear ends thereof a controller such as the controller' 21, and centrally of the platform a ring 22 is secured by means of a swiveled element 23 in the socket or bracket 24, the latter being retained by bolts 25 passing thru the platform 20 and thru a lower plate or bar 26 on the underside of the platform.

Guard elements or frames include the upper portions 28 and the side members 29 and a wire mesh or grating is provided between the elements 29 and serves an obvious purpose in protecting the operator of the car or traction unit, whether stationed at the forward or rear controller.

The traction unit includes the side frame members 31 adapted to mount rollers 32 at their lower portions, these rollers being journaled at 33 and engaging the under sides of the heads of the rails 15 for retaining the traction units in contact with the heads of the rails. The main axles 35 mount flanged wheels 36, and the latter engage the grooved rails 15 after the manner of the wheels of any car of similar type,-

ythe chief point of distinction in this case being that derailment is prevented thru the operation of the rollers 32, which hold the wheels 36 in engagement with the rails, so that traction results notwithstanding the excessive upward pull on the landing cables 37 and 38.

A similar arrangement is carried out in Figure 5 except that the drive is from a gasoline engine designated 40, and thence thru the train of gearing illustrated conventionally and to the gear wheel 41 carried by axle 35 of one of the trucks. It may be addedv that in each case transverse tie rods such as rod 42 connect oppositely located portions of the frames or trucks.

It may be further added that in Figure 3 the drive is from the shaft 44 of the motor and gear wheel 45 thereon, to gear wheel 46 mounted on shaft 47 carrying a gear wheel 48 which meshes with gear wheel 49 on one of the axles of the traction unit.

The frame members 81 are of U form in cross section, or channel form, as shown in Figure i and elsewhere, and the car aXles entend thru the flanges of the channel, or the side element thereof, and have bearings in the truck frame 31.

In connection with the landing cables 37 and 38, it will be noted that these are secured independently to the rings 22 of the traction units, and in view of this construction or arrangement, the distance between the traction units will be about: asv shown if the body of the aircraftis in approximately horifaontal position, but if one end portion is at greater elevation than the other, the traction units can be controlled accordingly, that is, advanced or reversed slightly, in order to produce such tension on the cables as will bring the airship to horizontal position.

Each cable is connected with securing means such as the devices shown in Figures G and 7, and these devices consist of a plurality of pivoted arms or the like designated 50 and 51, the pivotal point being at 52. 'Ihe element 50 has an eye member 53, and ele ment 5l has an eye member 5st, the latter being for connection with a releasing cable such as 55. rI`he element 50 carries a lug or ear 5G to which cable 57 is connected, this element last named releasing the hook or pivoted arm 50 after the element 5l has been released.

Said element 5l is weighted as shown at 58, in Figures 8 and 9, and in the former where the pivoted hook arms are shown as separated, it will be observed that the hook of arm 50 carries a lug 59 provided withan aperture as shown, and the weighted portion 58 of hook arm 51 carries spaced ears 60 between which they element 59 is adapted to pass. The ears are also provided. with apertures, and a locking pin 6l passes thru the apertured portions of both hook members or arms and is then to be secured by a Acotter pin 62.

In Figure 6 bracing means between the elements of the frames are shown, and 64 represents an inverted channel member thru which a tie rod passes, and other bracing elements 66 are shown in the same view, serving an obvious purpose.

Having described the invention what is claimed is:-

l. In a device of the class described, a motor driven traction device, and means including a flexible device and an element having universal movement,`for connecting an aircraft with the traction device.

2. In a device of the class described, a traction` device, comprising a platform, driving means therefor, controlling means for the driving means, means for securing an aircraft landing cable, a device connected with the securing means and adapted for universal movement, and an inverted socket element secured to the platform and receiving the element having universal movement.

3. In a device of the class described, a track structure including a third rail constituting an electrical conductor, a traction device including a platform, wheels and trucks on which the platform is mounted, a motor carried by the traction device, means for energizing the motor from the .third rail, and rotatable means for securing an aircraft landing cable to the platform.

il. In an apparatus of the class described, a track structure, a plurality of inde iendent traction elements for movement on the tracks, independent controlling means for the traction elements, a universally rotatable element carried by each traction element, and landing cables connected respectively with the rotatable elements and adapted for independent control by the traction elements.

5. In an apparatus of the class described, a track struct-ure, a plurality of independent traction elements for movement on the track, independent controlling means for the traction elements, a universally rotatable element carried by each traction element, landing cables, devices each comprising a plarality of interlocking elements for connecting the landing cables with the universally ro tatable elements, and means for releasing the interlocking elements.

In testimony whereof I aix my signature.

RALPH P. FOX. 

